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No. 607,338. Patented luly l2, I898. L. 8. BROWN. PNEUMATIC RAILWAYSIGNAL.

(Application filed Jan. 19, 1898.)

3 SheetsSheet I.

(No Model.)

I] E WITNESSES: d 5W7 ATTORNEYS.

No. 607,338. I Patented luly l2, I898. L. 8. BROWN.

PNEUMATIC RAILWAY SIGNAL. (.-\pplic:ltion mm Jam. 10, was.

(No Model.) 3 Sheets-Sheet 2.

dQZ g /Q.

No. 607,338. Patented July l2, I898.

L. s. snow. I PNEUMATIC RAILWAY SIGNAL.

(Application filed Jan. 19,1898.) (No Model.) 3 Sheets-$heet 3.

WITNESSES I /NVENTOH 5W BY A TTOHNE Y8.

1': NORRIS PEYERS co, wumcxuwan WASHINGTON D. c.

NITED STATES -ATENT FFlCE. v

LEW'IS SIFFORD BROWN, OF COLUMBUS, OHIO, ASSIGNOR TO HIMSELF AND JACOBC. JENNINGS, OF SAME PLACE.

PNEUMATIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 607,338, dated July 12,1898.

Application filed January 19, 1898. Serial No. 667,165. (No model.)

To (ZZZ whom it may concern: ing the bracket D, upon which the lever isBe it known that I, LEWIS SIFFORD BROWN, pivoted, and changing thepivot-pin from one of Columbus, in the county of Franklin and hole a inthe lever to the other. The oppo- State of Ohio, have invented a new andImsiteend of the lever is connected to a rod or proved PneumaticRailway-Signal, of which link F, which is attached to the under surface5 5 the following is a full, clear, and exact deof a bellows A. Said rodor link is engaged scription. by a spirally-coiled spring F, placedbeneath My invention relates to an improvement in the ordinary tie orthe tie R, and is adapted pneumatic railway signaling apparatus comtohold this end of the lever down and the i0 prising an air-pumpingapparatus operated opposite end up, where it will be engaged by by thepassage of the car-wheels and a distant the car-wheels. air-motoroperated by the air thus pumped The bellows A is provided with flexibleand sounding a bell. sides of ordinary construction and with the Theinvention consists of certain features usual inlet and exit valves a andor. Above I 5 which will be hereinafter described and parthe partitionA, forming the upper surface of ticularly claimed. the bellows, is anair-reservoir B; which is Reference is to be had to the accompanyingformed with flexible sides which fold in the drawings, formingapart ofthis specification, manner of an accordion. Upon the upper in whichsimilar characters of reference indiend of this air-reservoir is placeda weight C, 20 cate corresponding parts in all the figures. which whenthe bellows is not operated will Figure 1 is a cross sectional elevationby its descent soon drive all the air out of the through the air-pumpingmechanism. Fig. reservoir. -In the upper end of this reservoir 2 is across-sectional elevation through the is provided a relief-valve b, ofany usual or motor and the bell. Fig. 3 is a plan view of convenientconstruction, having its upper end 2 5 the air-pumpin g mechanism. Fig.4 is a secprojecting where it will engage the upper surtion takenthrough the motor-casing at right face of the casing C, surrounding thereserangles to the View shown in Fig. 2. Fig. 5is voir, and be openedthereby to relieve the a plan view, and Fig. 6 a side elevation,of areservoir of excess of pressure whenever it is modified construction ofthe means for operinflated to such a point as to bring the valve- 30ating the bellows; and Figs. 7 and 8 are crossstem in contact with thecasing. sectional elevations taken upon the lines 7 7 The reservoirisprovided with apassage E, and 8 8 of Fig. 5. connected with theair-supply pipe E, leading The air-pumping mechanism consists of thefrom the air-pumping mechanism to the bell device shown in Figs. 1 and3, in which a lever or signaling mechanism. This bell is located 3 5 Dis shown as pivoted at one side of the outer at some distance from theair-pumping mechrail R of the track upon a bracket D, secured anism. tothe upper surface of the outer end of the Upon a suitable post H orother convenordinary tie or of a special tie R, which eX- ient supportis mounted a casing H, which tends to an increased distance outside thereceives the signal-pipe E and forms one side 40 track, as shown inFigs. 1 and 5. The inner of a ball-bearing support for the revolving endD of the lever D is formed for engagewheel,whicl1 forms the air-motor.This wheel ment by the tread of the wheels of the train consists of ahub G, the axis of which at one and is located close to the outer faceof the end is hollow and is joined to the pipe E by rail R. Upon eachside of this end of the a suitable air-tight joint, as shown at e. To 45lever are placed guides D which will prevent the hub E are connectedradialarms G, which the lateral displacement of the lever. are formed astubes having their outer ends For convenience in adjusting the stroke ofg bent in a tangential direction. As the air the lever it is providedwith a series of pivotescapes from the openings in the outer ends holesd, by which the length of a stroke may of these tubes it will drive thewheel around 50 be adjusted. This is accomplished by mov= in the wellknown manner. I00

To the outer end of the solid end G of the axis is connected a disk I,which is provided with one or more projecting lugs or arms 1, adapted toengage one end of the pivoted striker J, said striker being pivoted upona bracket J The motor is incased in a casing L, which is formed with achamber containing the bell K, supported in such position that thestriker will be operated to strike the bell whenthe striker is engagedby the revolving lugs I upon the disk I. As shown in the drawings, theselugs engage the striker in such a manner as to force it away from thebell, and the striking of the bell is due to the recoil of the spring J,attached at one end to the striker and at the other end to the casing L.It is obvious that this construction may be reversed, if desired, thestriking being accomplished by positive and direct action of the lugs Iand the recoil secured by the action of the spring. With this device acar or train approaching a crossing or other point where it is desiredto locate a signal will automatically operate the signal, giving warningof the approach of the train.

In Figs. 5 to 8, inclusive, a modified construction of thebellows-operating mechanism is shown. In this instance two bars K and Kare mounted alongside the rail, one upon each side thereof. The bars Kand K are joined together at each end by bolts L and L which extendbeneath the rail and connect with downwardly-extending arms upon thebars K and K. The bolts bind the two bars together, so that they arepraeticallya single bar, the movement of one corresponding with themovement of the other. The bolt L, connecting one end of the bars, ispivotally mounted upon a block L, placed beneath the rail. The otherends of the bars are connected by the bolt L and said bolt is formedwith a side extending arm d, which is provided with a hole or slotadapted to receive the end (1 of the lever D. The lever D is mounted, aspreviously described, for operating the bellows A.

The outer bar K has its upper surface at a greater elevation than thatof the inner bar K. Said outer bar K is adapted to be engaged anddepressed by the tread of the carwheels, while the inner bar K isadapted to be engaged and depressed by the flanges of the wheels. Thisrenders it necessary that the inner bar should be at a lower elevationthan the outer bar, the difference between the elevations correspondingwith the depth of the flanges on the car-wheels. The use of the two barsin this manner makes more certain the engagement of the bars by thepassing train than if one bar only were used. Where only one bar isused, it might be possible that the tread of the wheel would not be ofsufficient width to engage the bar. When the two bars are used, it iscertain that one or the other will be engaged by the car-wheels.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent 1. A railway signaling apparatus, comprising anair compressing or pumping device actuated by the passage of the train,a reaction wheel connected to the pumping apparatus and revolved by theescape of the air, an arm revolving with said wheel and havingprojections thereon, abell and a striker engaged by the projections onsaid arm to cause it to strike the bell, substantially as described.

2. A railway signaling apparatus, comprising an air compressing orpumping device actu ated by the passage of the train, a reaction Wheelconnected to the pumping apparatus and revolved by the escape of theair, a disk revolving with said wheel and having side projecting lugs orarms, a bell surrounding said disk, and a springcontrolled strikerhaving a part thereof in the path of said lugs and engaged thereby tostrike the bell, substantially as described.

3. A railway signaling apparatus, comprising an air compressing orpumping device actuated by the passage of the train, an airsupply pipeleading therefrom, a reaction wheel composed of hollow arms havingtangential openings at their outer ends and having a hollow axisconnected with the air-supply pipe, a disk revolving with said wheel andhaving side projecting lugs or arms, a bell surrounding said disk, and aspring-controlled striker having a part thereof in the path of said lugsand engaged thereby to strike the bell, substantially as described.

4E. In railway signaling apparatus, a pumpoperating mechanism,comprising two connected bars lying one on each side of the track-railand pivoted at one end, the bar upon the inner side of the rail being ata lower elevation than the other bar, and adapted to be engaged anddepressed by the flanges of the car-wheels, and the other bar beingadapted to be depressed by the treads of said wheels, and anoperating-lever connected to the swinging ends of said bars,substantially as described.

LEWIS SIFFORD BROWN. lVitnesses:

JACOB (J. JENNINGS, OHAs. M. J AYNES.

IIO

